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LOGOMOTIVB FEED WATER SUPPLY. No. 466,360. Patented Jan. 5, 1892.

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F. L. MOGAHAN. LOGOMOTIVE FEED WATER SUPPLY.

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. P.- L. MOGAHAIN. LOCOMOTIVB FEED WATER SUPPLY.

No. 466,360. Patented Jan} '5, 1 892.

UNITED STATES 5 PATENT OFFIC I FRED L. MCGAHAN, OF INDIANAPOLIS,INDIANA.

LOCOMOTIVE FEED-WATER SUPPLY.

SPECIFICATION forming part of Letters Patent No. 466,360, dated January5, 1892.

' Application filed April 27, 1391. Serial No. 390,585. (No an.)

To aZZ whom it may concern.-

Be it known that. I, FRED L. MOGAHAN, a citizen of the United States,residing at In-' dianapolis, in the county of Marion and State ofIndiana, have invented a new and useful Improvement in a LocomotiveFeed-Water Supply, of which the following is a specification.

-My invention relates to improved means for furnishing pure water to theboiler of a locomotive and for heating the cars connected thereto.

The object of myimprovement is to provide, in connection with alocomotive fee(l water heater, (for which I have made application forUnited States Letters Patent, which application was filed March 2, 1891,Serial No. 383,456,) means whereby that portion of the exhaust-steamfrom the engines which is diverted from the smoke-stack to the feedwaterheater is after passing through said heater used to heat a car or carsattached to the locomotive, and the Water of condensation resultingtherefrom is returned to the locomotive-boiler, thus reducing the amountof water necessary to be taken aboard and preventing the formation ofscale inthe boiler, all as hereinafter fully set forth.

The accompanying drawings illustrate my invention.

Figure l is a side elevation of a locomotive with myimprovementsattached thereto. Fig. 2 is a cross-section, on a larger scale, throughthe smoke-box and the valves in the exhaustnozzles. Fig. 3 is asectional view through one of the exhaust-valves on the line to, Fig. 2.Fig. 4 is a longitudinal section through the tender at w. Fig. 5 is atop plan of the tender. Fig. 6 is a cross-section through the same onthe line y, Fig. 5. Fig.7 is a side elevation of a portion of thelocomotive and tank, showing the mechanism for pumping water from thetank into the boiler of the locomotive. Fig. 8 is a detail view showingthe covering of the exposed steam-pipes. Fig. 9 is a longitudinalsection through a passengercar, showing the arrangement of theheatingpipes, radiators, and return-pipes. Fig. 10 is an under side viewof the same. Fig. 11 is a plan of a modified form of the system of steampipes and radiators as applied to a mail or express car. Fig. 12 is across-section and within the nozzles 2 are valves 4, (shown in Figs. 2and 3,) arranged in chambers, each having two discharge-ports 5 and 6,the first of which opens into one of the nozzles 2, which dischargesinto the stack. The other ports 6' open into the horizontal pipes '7, towhich are connected the pipes 8 on either side of the locomotive. Thevalves are segments formed in the manner shown in 'Fig. 3, andarerigidly secured to rods 9, whose inner ends work in bearings in thewalls of the valve-chainbers, and their outer ends pass through theouter walls of such chambers and out through the center of thehorizontal pipes 7, where they are connected rigidly to short cranks 10,which are pivoted to rods 11, whose opposite ends are in turn pivoted tocranks 12, which at about their centers are pivoted to suitable bracketsattached to the sides of the loc0motive. The lower ends of the cranks 12engage valve-rods 13 of the engines, so that in the backward and forwardmovements of such rods the valves 4 in their chambers will operate toalternately open and close the ports 5 and 6, thus allowing a portion ofthe exhaust-steam to escape through the nozzles 2 and up the stack, thus.creating a draft, the rest of the steam passing into the pipes 7 and 8,the pipes 8 extending back on either side of the locomotive, and havingsuitable flexible couplings 14 to allow for any lateral movement of thetrain they pass through the drip chambers 15 of the tank and turn upwardinto oil-separating chambers 16.

In the upper part of the chambers 16 pipes 17 extend downward and enterthe heating and purifying tank 23, where they join. each other and havea common outlet 18 on the under side, directly above a central opensettling chamber or well 19, around which are' connected together inseries by openings 21, which are alternately high and low, the last onethrough which the feed-water passes being a high one and opening intothe chamber 22, which has a perforated bottom above the drip-chambers15, into which the feed-water from the heater flows.

In the upper part of the heating and purifying tank 23 are suitablyarranged and supported pans 24, and that part of the exhaust steam thatis not condensed by coming in contact with the water in said pansescapes from the chamber through'the outlet 25 and into the pipe 26,which extends above the tank for the purpose of connecting with the carsin the rear.

For use in warm weather, when no heat is required in the cars, I havearranged just below the pipe 26 and within the tank a vertically-slidingplate or valve 27, operated by screws 28 from above. Said valve whendrawn up closes the outlet through the pipe 26 and allows the freepassage of the exhaust-steam from the heating and purifying tank 23 intothe condensing-pipes 89, arranged on the out side of the tender, theconstruction of which is fully set forth in my before-mentioned penciingapplication.

Just in front of the heating and purifying tank 23 is the mainwater-tank 29 of the tender. In this tank is a pump 30, which isoperated by connection with an eccentric on one of the axles of the reartruck. A discharge-pipe 31 extends from this pump into the top oftank23, and it has a branch 32, which discharges into the main tank.Valves 33 are arranged in these discharge-pipes and are controlled ashereinafter described. The

construction up to this point is essentially the same as that shown inmy above-mentioned application.

For the purpose of utilizing that portion of the exhaust-steam which isnot condensed in passing through the heater and purifier I employ thefollowing means: I arrange beneath the tender and below the level of thedripchambers 15 a well or auxiliary tank 37,-which communicates throughopenings 38 on each side with said drip-chambers. Auxiliary tank 37 isprovided with an open vertical tube 36, which extends from a point nearthe bottom of the well to the top of the main tank. A float 35 isarranged to move easily in this tube, and this float is connectedthrough a lever 34 with the valves 33 in such a manner that a singlemovement of the lever will open one of the valves and close the other,thus controlling the amount of water delivered to the heating-chamberfrom the main tank by the amount of water in the lower tank. The shortpipe 26, leading from the top of the tank 23, is connected to the mainheating-pipe of the first car by the connection shown in Fig. 13, whichconsists of a central pipe 60, having its ends loosely secured in theends of expansion-joints 61, of well-known form, and the opposite endsof these cxpansionjoints fit loosely the outsides of elbows 62 and bearagainst a rib on each, so that in case of accident to the cars theconnections will separate readily. The elbows 62 are removably connectedby locking-joints 63 to the main steampipe 64 on the car and pipe 26 ofthe tank. Like connections are made between the heating-pipes of theseveral cars of a train.

Each car is provided with a system of steam circulation, as follows: Thesteam-pipe (it leads into the top of the car, as shown in Fig. 9, andextends down to the floor and along the car on eitherside within thefoot-boards, the side pipes 65 being within the car and connectedtogether at their ends by the crosspipes 66, in which are threewayvalves 67 for regulating the direction of the steam-supply.

Pipes 66 are connected with each other and with a series of radiators 71by a pipe 60, having at its ends three-Way valves 70. An outlet-pipe 68leads from the rear cross-pipe 66 out through the top of the car. Theradiators 71 are secured to the under side of the car with their uppersurface exposed to the interior of the car, and the central one isarranged so that the condense-water from the others flows into thecentral one. Arranged oneach side of the central radiator are a pairofcondense-water reservoirs 7 3,which are connected with the radiator byshort pipes 72. Said reservoirs are connected by expansion-joints withdrain-pipes 74, which lead at the forward end of the car to thedrip-chambers 15 on the tender and which lead at the rear end of the carto the drain-pipes of the next car. The drain-pipes 7 4 are connectedtogether between the cars by a connection shown in detail in Fig. 14,which consists ofa pair of universal couplings 86, connected bya pair oftelescoping tubes 88 and a light chain 89.

In the mailear (shown in Fig. 11) a pair of central radiators 7 S arearranged on opposite sides of the center of the car, the inlet-pipe 64extends down through the floor of the car, and all of thedistributing-pipes are on the under side. These pipes consist of the twoouter ones 77, which are connected with the radiators 78, and thecentral pipe 7 9, which connects the radiators 80, arranged at each endof the car, with each other and with the cross-pipes 81, which connectthe side pipes 77 at both ends. In this car I have arranged thecondense-water reservoirs 73 between the central radiators, and they areconnected to the radiators by short pipes. The said reservoirs dischargethrough pipes 82, having expansion-joints therein, and expansion-joints83, which are pivoted to the bottom of the car IIO at 84: into thedrain-pipes 74, leading to either The drain-pipes 74 convey all of thewater of condensation formed in the steam-circulating systems of thecars intothe drip-chambers 15 of the tender, and from thence thewater isdrained into the auxiliary tank or Well 37.

The boiler of the locomotive is supplied with 1 Water from the well 37by means of a pump 39, there being one on each side of the tank or well.The pump-plunger 4:1 is operated by means of an eccentric 53 on the reardrivingshaft of the locomotive,'whic h is connected with the plunger bythe connecting-rod 54, having a grooved'end 57 and a detachable tip 56,and sliding in bearings'55, the lever 43, pivoted to the tender, and theconnectingrod 42.

The amount of water drawn by the pump from the tank 37 is controlled bymeans of a hand-lever 46, which, through its connections, with the rod47, pivoted to the bell-crank lee ver 48, regulates the admission ofwater'to the; pump through its suction-pipe. The lever 48 is pivoted atits center .to the side of the tank 37 and its lower arm to a short rod49, which operates the suction-pipe valve 50 and the air-valve 51 of thepump. Through the lever in the cab the suction-valve may be opened andthe air-valve closed simultaneously, or the reverse, or when only apartial supply of water is desired each may be only partly opened,according to the movement of the lever. The water passes to the boilersource of supply, for the boiler, the loss by evaporation and leakagebeing made up and the supply supplemented by the water from the maintank, which is first passed through the heating and purifyingchamber bymeans of the pump 30. When there is sufficient water in tank 37, float35 is raised and the water from pump 30 is discharged through the branch32 into the main tank again; but when the Water is nearly exhausted intank 37 the float falls and the water from said pump is dischargedthrough pipe 31 into the heater, from whence'it finds its way, afterpurification, into tank 37.

I claim as my invention- 1. Thecombination of the locomotive, thewater-tank attached thereto, the separate wa ter heating and purifyingchamber arranged in said tank, the pipes arranged to conduct the steamfrom the exhaust ports of the locomotive to said. chamber, the auxiliarytank arranged to receive the water from the heating and purifyingchamber, the pump arranged to deliverthe water from the main tank to theheating-chamber, the valve arranged in the discharge-pipe of said pump,mechanism, substantially as shown and described, whereby said pump isoperated continuously duringthe movement of the locomotive,'and thefloat arranged in the auxiliary tank and connected with said valve,whereby the amount of water delivered to the heating and purifyingchamber is controlled by the amount of water in the auxiliary tank,substantially as set forth.

2, The combination of the locomotive, the

V feed-water heater connected therewith so as to receive steamtherefrom, the auxiliary tank arranged below said heater so as toreceive. the water therefrom, the car attached to the locomotive,,asystem of steam circulation mounted on said car and connected at one endwith the steam-outlet of said heater, and

a system of drain pipes and passages con-' necting saidsteam-circulating system with said auxiliary tank, all arrangedsubstantially as set forth, whereby the steam from the looomotiveis usedfirst to heat the feed: water and then to heat the car, and the waterfrom the heater and the water from the steamcirculating system on thecar are both collected in the auxiliary tank.

3. The combination of the locomotive, the

main water-tank thereof,the feed-waterheater connected therewith andarranged to receive the steam from the locomotive, the auxiliary tankarranged below said heater so as to receive the heated water therefrom,the car at tached to the locomotive, a system of steam circulationmounted on said car and connected at one end with the steam-outlet ofsaid heater,

a system of drain pipes and passages connecting said steam-circulatingsystem with said auxiliary tank, the pump arranged to discharge theWater from the main water-tank into the feed-water heater, the floatmounted in the auxiliary tank, and intermediate connecting mechanismconnecting said float and the discharge-pipe of the pump, whereby thedischarge of water therefrom into the heater is controlled by the amountof water in the auxiliary tank, all substantially as set forth.

4,; The combination of the locomotive, the main water-tank thereof,thefeed-Waterheater connected therewith and arranged to receive the steamfrom the locomotive, the auxiliary tank arranged below, said heater soas to receive the heated water therefrom, a system of steam circulationconnected at one end with the steam-outlet of said heater, drain pipesand passages connecting said steamcirculating system with said auxiliarytank,

the pump arranged to discharge the water from the main water-tank intothe feed-water heater, the float mounted in the auxiliary tank,intermediate connecting mechanism connecting said float and thedischarge-pipe of the pump, whereby the discharge of water therefrominto the heater is controlled by the amount of water in the auxiliarytank, and the main tank, substantially in the manner the pump arrangedto draw the Water from specified. the auxiliary tank and discharging itin to the FRED L MCGAHAN locomotive-boiler, all arranged to co-operate 5substantially as set forth, whereby the boiler Witnesses is supplied,primarily, with distilled Water, II. P. HOOD, which supply issupplemented by water from MABEL H001).

